CN104684777A - Continuously variable transmission and control method therefor - Google Patents
Continuously variable transmission and control method therefor Download PDFInfo
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- CN104684777A CN104684777A CN201380050287.2A CN201380050287A CN104684777A CN 104684777 A CN104684777 A CN 104684777A CN 201380050287 A CN201380050287 A CN 201380050287A CN 104684777 A CN104684777 A CN 104684777A
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- 230000035939 shock Effects 0.000 claims description 4
- 230000033228 biological regulation Effects 0.000 description 18
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- 230000005055 memory storage Effects 0.000 description 6
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- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 2
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- 238000004088 simulation Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66227—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling shifting exclusively as a function of speed and torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/107—Infinitely variable gearings with endless flexible members
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6605—Control for completing downshift at hard braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6614—Control of ratio during dual or multiple pass shifting for enlarged ration coverage
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
This continuously variable transmission is provided with: a variator; an auxiliary transmission mechanism; a target value setting means for setting a gear ratio corresponding to a select gear position as a target value of a through gear ratio, which is the overall gear ratio of the variator and the auxiliary transmission mechanism; a shift control means for performing a variator shift that downshifts the variator in such a manner that the through gear ratio reaches the target value, and a coordinated shift that upshifts the variator in such a manner as to maintain the through gear ratio while downshifting the auxiliary transmission mechanism immediately after the variator has been downshifted; and a torque increasing means for increasing torque inputted from a power source to the continuously variable transmission before a downshift command is assessed during coordinated shifting.
Description
Technical field
The present invention relates to toric transmission and control method thereof, particularly relate to the toric transmission possessing stepless speed changing mechanism and secondary speed-changing mechanism.
Background technology
In the toric transmission (calling in the following text " CVT with secondary speed-changing mechanism ") that stepless speed changing mechanism (speed-changing mechanism) and secondary speed-changing mechanism are combined, compared with common toric transmission, speed change region can be expanded, the raising of burn-up rate can be realized.
When the CVT by the secondary speed-changing mechanism of this band makes secondary speed-changing mechanism speed change, by carrying out making the coordination speed change of the converter speed ratio of speed-changing mechanism speed change in the opposite direction to the speed change side with secondary speed-changing mechanism, the converter speed ratio of change-speed box entirety and total converter speed ratio can be suppressed to change before and after speed change, can gear shift shock be suppressed.
The CVT of the secondary speed-changing mechanism of band possessing the manual mode total converter speed ratio being controlled to the converter speed ratio corresponding to the speed change level selected by chaufeur disclosed in JP2012-57710A.In manual mode, only changed the converter speed ratio of speed-changing mechanism and speed-changing mechanism speed change that total converter speed ratio is changed by the gear-change operation according to chaufeur, improve speed change responsibility.
In addition, according to speed change region, in order to the speed change instruction of next time, after the firm speed change of speed-changing mechanism, switch the speed change level of secondary speed-changing mechanism by coordinating speed change.Its reason is as follows.
Such as, when the speed change level of secondary speed-changing mechanism be the speed change level of high-speed side and chaufeur indicate manual mode from M3 speed to M2 prompt drop shelves, even if make speed-changing mechanism speed change to dead slow side, total the converter speed ratio corresponding to M2 speed can not be realized.
Therefore, when chaufeur indicates the downshift from M4 speed to M3 speed, the total converter speed ratio corresponding to M3 speed is realized by speed-changing mechanism speed change, after this, then coordination speed change is carried out, while the speed change level of secondary speed-changing mechanism to be switched to the speed change level of low speed side, while make the converter speed ratio of speed-changing mechanism change to high-speed side.
Thus, when the downshift had from M3 speed to M2 speed indicates thereafter, just can realize by means of only speed-changing mechanism speed change the total converter speed ratio corresponding to M2 speed immediately, therefore, it is possible to improve speed change responsibility.
In manual mode, when slide downshift according to the gear-change operation of chaufeur in traveling, and when described above after speed-changing mechanism speed change, carry out the coordination speed change not making total converter speed ratio change of speed change in order to next time at once, by coordinating speed change, make the speed change level of secondary speed-changing mechanism to low speed side speed change, meanwhile, the converter speed ratio of speed-changing mechanism changes to high-speed side.
By this coordination speed change, total converter speed ratio does not change, but the input speed of the secondary rotating speed of speed-changing mechanism and secondary speed-changing mechanism rises.Therefore, the attachment side friction element of secondary speed-changing mechanism absorbs the speed discrepancy limit of coordinating before and after speed change by limit and connects gradually, produces the handing-over of torque and produce deceleration G before and after speed change.
Particularly, motor torque be negative value slide in traveling, because the speed change of secondary speed-changing mechanism is undertaken by the order of torque phase, inertia phase, so the generation of deceleration G is more late than the deceleration G produced by speed-changing mechanism speed change, what the delay due to deceleration G caused pulls sense, although chaufeur does not operate manual mode, also can there is G variation, also likely bring sense of discomfort to chaufeur.
Summary of the invention
The object of the present invention is to provide a kind of toric transmission, suppress in a manual mode and slide in traveling carried out downshift time the generation pulling sense.
One aspect of the present invention provides a kind of toric transmission, and it is equipped on vehicle, and rotate the output of propulsion source and carry out speed change and transmit, wherein, possess: speed-changing mechanism, it can make converter speed ratio infinitely change; Have the secondary speed-changing mechanism of level, it is arranged in series relative to speed-changing mechanism; Expected value setup unit, when being judged to be the speed change instruction from chaufeur, from the multiple selection speed change levels preset, select one that corresponds to the instruction of described speed change select speed change level, and the converter speed ratio corresponding to selected selection speed change level is set as the overall converter speed ratio of speed-changing mechanism and secondary speed-changing mechanism and the expected value of total converter speed ratio; Variable speed control unit, when speed change is designated as downshift and the Variable Velocity Condition of secondary speed-changing mechanism is set up, carries out making speed-changing mechanism to downshift and make total converter speed ratio become the speed-changing mechanism speed change of expected value and after speed-changing mechanism downshift, make speed-changing mechanism upshift at once and make secondary speed-changing mechanism downshift maintain the coordination speed change of total converter speed ratio; Torque increases unit, when vehicle is for sliding traveling, in coordination speed change, makes the torque increase from the torque before the judgement of downshift instruction input from propulsion source to toric transmission.
In addition, the present invention provides a kind of control method of toric transmission on the other hand, this toric transmission possesses the speed-changing mechanism that converter speed ratio can be made infinitely to change, with the secondary speed-changing mechanism having level be arranged in series relative to speed-changing mechanism, this toric transmission is mounted on a vehicle, the output of propulsion source is rotated and carries out speed change and transmit, wherein, when being judged to be the speed change instruction from chaufeur, from the multiple selection speed change levels preset, select of corresponding in the instruction of described speed change to select speed change level, and the converter speed ratio corresponding to selected selection speed change level is set as the overall converter speed ratio of speed-changing mechanism and secondary speed-changing mechanism and the expected value of total converter speed ratio, when speed change is designated as downshift and the Variable Velocity Condition of secondary speed-changing mechanism is set up, carry out making speed-changing mechanism downshift and make total converter speed ratio become the speed-changing mechanism speed change of expected value, upshift with making speed-changing mechanism after speed-changing mechanism downshifts at once and secondary speed-changing mechanism is downshifted while maintain the coordination speed change of total converter speed ratio, when vehicle is for sliding traveling, in coordination speed change, the torque inputted from propulsion source to toric transmission is increased from the torque before the judgement of downshift instruction.
According to these two aspects, sliding in traveling in a manual mode, and in coordination speed change when downshifting based on the instruction from chaufeur, the torque inputted from propulsion source to toric transmission is being increased.Thereby, it is possible to suppress the attachment side friction element of the secondary speed-changing mechanism when coordinating speed change to absorb the generation coordinating the deceleration G that the speed discrepancy before and after speed change causes, the generation pulling sense without intention can be suppressed.
Accompanying drawing explanation
Fig. 1 is the schematic configuration diagram of the vehicle of the toric transmission being equipped with embodiment of the present invention;
Fig. 2 is the figure of the inner structure representing gearbox controller;
Fig. 3 is the figure of the example representing the speed change map that automatic mode uses;
Fig. 4 is the figure of the example representing the speed change map that manual mode uses;
Fig. 5 is the diagram of circuit of the content of the variable speed control of the power represented under manual mode when disconnecting downshift;
Fig. 6 is the time diagram of the situation of the power represented under manual mode when disconnecting downshift.
Detailed description of the invention
Below, with reference to accompanying drawing, embodiments of the present invention are described.In addition, in the following description, " converter speed ratio " of certain speed-changing mechanism is the value of input speed divided by the output speed gained of this speed-changing mechanism of this speed-changing mechanism.In addition, " dead slow converter speed ratio " is the meaning of the maximum converter speed ratio of this speed-changing mechanism, and " most higher speed gear ratio " is the meaning of the minimum converter speed ratio of this speed-changing mechanism.
Fig. 1 is the schematic configuration diagram of the vehicle of the toric transmission being equipped with present embodiment.This vehicle possesses driving engine 1 as propulsion source.The output of driving engine 1 rotates via turbine transformer 2, first gear cluster 3 of locking power-transfer clutch, toric transmission (hreinafter referred to as " change-speed box 4 "), the second gear cluster 5, differential attachment 6 and transmit to drive wheel 7.Second gear cluster 5 is provided with when stopping the output shaft of change-speed box 4 mechanically to be locked and makes its not revolvable stop mechanism 8.
In addition, vehicle is provided with: utilize the oil pump 10 that a part of power of driving engine 1 drives; Pressure regulation is carried out to the oil pressure from oil pump 10 and the oil pressure control circuit 11 of each position supply to change-speed box 4; Control the gearbox controller 12 of oil pressure control circuit 11; The engine controller 13 of the torque of driving engine 1 is controlled based on the instruction from gearbox controller 12.
When being described each formation, the secondary speed-changing mechanism 30 that change-speed box 4 possesses stepless speed changing mechanism (calling in the following text " speed-changing mechanism 20 ") and is arranged in series relative to speed-changing mechanism 20." be arranged in series " and refer to the meaning that speed-changing mechanism 20 and secondary speed-changing mechanism 30 are arranged in series in same power transfer path.Secondary speed-changing mechanism 30 both directly can be connected with the output shaft of speed-changing mechanism 20 as this example in this wise, also can connect via other speed changes and even Poewr transmission mechanism (such as, gear cluster).
Speed-changing mechanism 20 is the band type stepless speed changing mechanisms possessing primary pulley 21, secondary pulley 22 and be wound around the V-belt 23 between belt wheel 21,22.Belt wheel 21,22 possess respectively fixing circular cone plate, relative to this fixing circular cone plate with make the relative state of band wheel face configure and formed between fixing circular cone plate V-shaped groove movable circular cone plate, be located at this movable circular cone plate the back side and make movable circular cone plate at oil hydraulic cylinder 23a, 23b of longitudinal travel.When regulating the oil pressure to oil hydraulic cylinder 23a, 23b supply, the width of V-shaped groove changes, and the contact radius change of V-belt 23 and each belt wheel 21,22, the converter speed ratio vRatio of speed-changing mechanism 20 infinitely changes.
Secondary speed-changing mechanism 30 is advances 2 grades, retreats the speed-changing mechanism of 1 grade.Secondary speed-changing mechanism 30 possesses: the cured civilian Nao formula sun and planet gear 31 linked by two planetary tooth rests; Be connected with the multiple rotating elements forming cured civilian Nao formula sun and planet gear 31 and change multiple friction connection elements (low brake 32, high-speed clutch 33, reverse brake 34) of their coupled condition.When regulating the supply oil pressure to each friction connection element 32 ~ 34, and when changing connection and the release position of each friction connection element 32 ~ 34, the speed change level of secondary speed-changing mechanism 30 changes.Such as, if connected by low brake 32 and high-speed clutch 33 and reverse brake 34 discharged, then the speed change level of secondary speed-changing mechanism 30 becomes 1 speed.If connected by high-speed clutch 33 and low brake 32 and reverse brake 34 discharged, then the speed change level of secondary speed-changing mechanism 30 becomes 2 speed that converter speed ratio is less than 1 speed.In addition, if connected by reverse brake 34 and low brake 32 and high-speed clutch 33 discharged, then the speed change level of secondary speed-changing mechanism 30 becomes retrogressing.In addition, in the following description, when the speed change level of secondary speed-changing mechanism 30 is 1 speed, be expressed as " change-speed box 4 is low-speed mode ", when for 2 speed, be expressed as " change-speed box 4 is fast mode ".
As shown in Figure 2, gearbox controller 12 is by CPU121, the memory storage 122 be made up of RAM and ROM, input interface 123, output interface 124, form their interconnective buses 125.
Input to input interface 123: the output signal detecting the accelerator open degree sensor 41 of the aperture (calling in the following text " accelerator open degree APO ") of Das Gaspedal, detect the input speed (rotating speed of=primary pulley 21 of change-speed box 4, call in the following text " elementary rotating speed Npri ") the output signal of elementary tachogen 42p, detect the output speed (rotating speed of=secondary pulley 22 of change-speed box 4, call in the following text " secondary rotating speed Nsec ") the output signal of secondary tachogen 42s, detect the output signal of the car speed sensor 43 of the moving velocity (calling in the following text " vehicle velocity V SP ") of vehicle, detect the output signal of the oil temperature sensor 44 of the oil temperature of change-speed box 4, detect the output signal of the driving switch 46 of the position of shifter bar 45, detect the output signal depressing the brake switch 47 of the amount of brake pedal, be disposed in deflector near its circumference and with manual mode described later to select the output signal etc. of the bar gate type switch 48 of speed change level.
Store the gear change control routine of change-speed box 4 at memory storage 122, speed change map (Fig. 3, Fig. 4) that this gear change control routine uses.CPU121 reads the gear change control routine of storage in memory storage 122 and performs, various calculation process is implemented to the various signals inputted via input interface 123, generate speed change control signal and engine control signal, then the speed change control signal of generation and engine control signal are exported respectively to oil pressure control circuit 11 and engine controller 13 via output interface 124.CPU121 carries out various values that calculation process uses, its operation result is suitably stored in memory storage 122.
Oil pressure control circuit 11 is made up of multiple stream, multiple pressure control valve.Oil pressure control circuit 11 controls multiple pressure control valve based on the speed change control signal from gearbox controller 12, switches the feed path of oil pressure, and prepares necessary oil pressure from the oil pressure produced by oil pump 10, by each position supply of this oil pressure to change-speed box 4.Thus, change the converter speed ratio vRatio of speed-changing mechanism 20, the speed change level of secondary speed-changing mechanism 30, carry out the speed change of change-speed box 4.
In addition, engine controller 13 controls the torque of driving engine 1 based on the engine control signal from gearbox controller 12.
Fig. 3 represents an example of the speed change map of the memory storage 122 being stored in gearbox controller 12.This speed change map is that shifter bar 45 is positioned at D gear and the map that uses of the pattern (calling in the following text " automatic mode ") of automatically carrying out the speed change of change-speed box 4 and the speed change of speed-changing mechanism 20 and secondary speed-changing mechanism 30 based on accelerator open degree APO and vehicle velocity V SP.
In this speed change map, the operating point of change-speed box 4 decides based on vehicle velocity V SP and elementary rotating speed Npri.The gradient linking the operating point of change-speed box 4 and the line at the zero point in the speed change map lower left corner represents the converter speed ratio (the converter speed ratio vRatio of speed-changing mechanism 20 is multiplied by the overall converter speed ratio of the converter speed ratio subRatio gained of secondary speed-changing mechanism 30, calls in the following text " total converter speed ratio Ratio ") of change-speed box 4.In this speed change map, same with the speed change map of existing variable v-belt drive, be set with shift cable for each accelerator open degree APO, the speed change of change-speed box 4 is carried out according to the shift cable selected according to accelerator open degree APO.In addition, for simplicity, illustrate only full load line (shift cable during accelerator open degree APO=8/8), half load line (shift cable during accelerator open degree APO=4/8) in figure 3, slide line (shift cable during accelerator open degree APO=0).
When change-speed box 4 is low-speed mode, the low-speed mode dead slow line that change-speed box 4 can obtain making the converter speed ratio vRatio of speed-changing mechanism 20 maximum and the converter speed ratio vRatio making speed-changing mechanism 20 minimum and carry out speed change between the most high-speed line of the low-speed mode obtained.Now, the operating point of change-speed box 4 moves in a-quadrant and B region.On the other hand, when change-speed box 4 is fast mode, the fast mode dead slow line that change-speed box 4 can obtain making the converter speed ratio vRatio of speed-changing mechanism 20 maximum and the converter speed ratio vRatio making speed-changing mechanism 20 minimum and carry out speed change between the most high-speed line of the fast mode obtained.Now, the operating point of change-speed box 4 moves in B region and C region.
The converter speed ratio (low-speed mode most higher speed gear ratio) that the converter speed ratio of each speed change level of secondary speed-changing mechanism 30 is set as corresponding to the most high-speed line of low-speed mode is less than the converter speed ratio (fast mode dead slow converter speed ratio) corresponding to fast mode dead slow line.Thus, the scope of total converter speed ratio Ratio of the obtainable change-speed box of low-speed mode 4 and low-speed mode ratio ranges and the scope of total converter speed ratio Ratio of the obtainable change-speed box of fast mode 4 and fast mode ratio ranges partly overlapping, at the operating point of change-speed box 4 when being clipped in the B region between fast mode dead slow line and the most high-speed line of low-speed mode, change-speed box 4 also can select any one pattern in low-speed mode, fast mode.
The total converter speed ratio Ratio corresponding to vehicle velocity V SP and accelerator open degree APO, with reference to this speed change map, is set as arriving total converter speed ratio DRatio by gearbox controller 12.The total converter speed ratio DRatio of this arrival is the expected value that total converter speed ratio Ratio finally will arrive under this operative condition.And, gearbox controller 12 sets for making total converter speed ratio Ratio follow the cambic expected value and the total converter speed ratio tRatio of target that arrive total converter speed ratio DRatio with desired response characteristic, and controls speed-changing mechanism 20 and secondary speed-changing mechanism 30 in the mode that total converter speed ratio Ratio is consistent with target total converter speed ratio tRatio.
In addition, in speed change map, the pattern of carrying out the speed change of secondary speed-changing mechanism 30 switches shift cable and is set as overlapping in the most high-speed line of low-speed mode.The most higher speed gear ratio of total converter speed ratio (calling in the following text " mode switch speed ratio mRatio ") and low-speed mode switching shift cable corresponding to pattern is equal.
And when the operating point of change-speed box 4 passes across pattern switching shift cable, that is, when total converter speed ratio Ratio of change-speed box 4 strides across mode switch speed ratio mRatio and there occurs change, gearbox controller 12 carries out pattern and switches variable speed control.Switch in variable speed control in this pattern, gearbox controller 12 carries out the speed change of secondary speed-changing mechanism 30, and carries out coordination speed change that the converter speed ratio vRatio of speed-changing mechanism 20 is changed in the opposite direction to the side that the converter speed ratio subRatio with secondary speed-changing mechanism 30 changes.
In coordination speed change, when total converter speed ratio Ratio of change-speed box 4 becomes from the state being greater than mode switch speed ratio mRatio the state being less than mode switch speed ratio mRatio, gearbox controller 12 makes the speed change level of secondary speed-changing mechanism 30 from 1 speed upshift to 2 speed (1-2 speed change), and makes the converter speed ratio vRatio of speed-changing mechanism 20 to converter speed ratio large side change.On the contrary, change-speed box 4 total converter speed ratio Ratio from the state being less than mode switch speed ratio mRatio become be greater than mode switch speed ratio mRatio state time, gearbox controller 12 makes the speed change level of secondary speed-changing mechanism 30 from 2 prompt drop shelves to 1 speed (2-1 speed change), and makes the converter speed ratio vRatio of speed-changing mechanism 20 to converter speed ratio little side change.
Carry out coordinating speed change to be change in order to suppress the input that produces along with the difference of the total converter speed ratio Ratio by change-speed box 4 to rotate when pattern switches speed change and the sense of discomfort of chaufeur come.In addition, carrying out the reason that pattern switches speed change when the converter speed ratio vRatio of speed-changing mechanism 20 is most higher speed gear ratio is, in this condition, under the torque that the torque inputted to secondary speed-changing mechanism 30 inputs to speed-changing mechanism 20 at this moment, become minimum, if make secondary speed-changing mechanism 30 speed change in this condition, then can relax the gear shift shock of secondary speed-changing mechanism 30.
Fig. 4 represents an example of the speed change map of the memory storage 122 being stored in gearbox controller 12.This speed change map uses in following pattern (calling in the following text " manual mode "), this pattern is when chaufeur have issued speed change instruction by shift lever operation or operating gate, select to correspond to a speed change level in speed change instruction from the multiple speed change levels preset, control at least one party in speed-changing mechanism 20 and secondary speed-changing mechanism 30 in the mode of speed change level converter speed ratio being fixed on selection.
In addition, speed change level under manual mode is set in the speed change level of the fixing shift cable in speed change map with referring to simulation, coming to distinguish with the speed change level of secondary speed-changing mechanism 30, in the following description, the speed change level of the change-speed box 4 under manual mode being called M1 speed ~ M7 speed.
Be set with the M1 roughly set along the mode of the dead slow line of low-speed mode speed line in the manual mode speed change map shown in Fig. 4, be set in and more more amount to the shift cable of 7 fast degree by the M7 speed line of high-speed side, the M2 speed line ~ M6 speed line etc. be set between M1 speed line and M7 speed line than the most high-speed line of low-speed mode by low speed side than the most high-speed line of fast mode.
Chaufeur is when the transition to manual mode is carried out in hope, and operation shifter bar 45 or switch 48 etc., indicate the transition to manual mode.Gearbox controller 12 accepts this instruction, speed change map is changed from the speed change map of the automatic mode of Fig. 3 to the speed change map of the manual mode of Fig. 4.Thus, manual mode is moved to.
When being transitioned into manual mode, first converter speed ratio has been altered in the manual mode shift cable of the closest current converter speed ratio in manual mode speed change map by gearbox controller 12.Or, when being transitioned into manual mode, also current converter speed ratio can being fixed up, when having the speed change instruction from chaufeur, having carried out speed change along shift cable.
After being transitioned into manual mode, when chaufeur indicates desired speed change level (M1 ~ M7) by shift lever operation or switching manipulation, gearbox controller 12 is so that by converter speed ratio, the mode be fixed in the speed change level of instruction makes operating point move in the shift cable of the regulation of the manual mode speed change map shown in Fig. 4.Thus, manual mode speed change can be realized.
M1 speed line in the shift cable of this manual mode and M2 speed line only at secondary speed-changing mechanism 30 for realizing during low-speed mode, the fast line of M7 only at secondary speed-changing mechanism 30 for realizing during fast mode.In addition, all can realize under M3 speed line, M4 speed line, M5 speed line and M6 speed line any one state in secondary speed-changing mechanism 30 is low-speed mode and fast mode.
Therefore, the 2-1DOWN line that secondary speed-changing mechanism 30 is downshifted from fast mode to low-speed mode and the 1-2UP line that secondary speed-changing mechanism 30 is upshiftd from low-speed mode to fast mode is provided with in all attainable region (B region) under any one pattern in secondary speed-changing mechanism 30 is low-speed mode and fast mode.That is, 2-1DOWN line be set in M3 speed and M4 fast between, 1-2UP line be set in M5 speed and M6 fast between.
When secondary speed-changing mechanism 30 is in the state of fast mode and have selected M4 speed, when downshifting to M3 speed in the instruction by chaufeur, the possibility of the M2 speed transition of the speed change of the secondary speed-changing mechanism of backward needs 30 that gearbox controller 12 is judged as is high, after only speed-changing mechanism 20 has carried out from M4 speed to M3 speed speed change, perform the downshift of secondary speed-changing mechanism 30.
In addition, when secondary speed-changing mechanism 30 is in the state of low-speed mode and have selected M5 speed, when upshifing to M6 speed in the instruction by chaufeur, the possibility of the transition of the M7 speed of the speed change of the secondary speed-changing mechanism of backward needs 30 that gearbox controller 12 is judged as is high, only speed-changing mechanism 20 carry out from M5 speed to M6 speed speed change after, perform the upshift of secondary speed-changing mechanism 30.
Namely, in manual mode, when for current speed change level based on the instruction of chaufeur the next speed change level of the speed change level after speed change be when secondary speed-changing mechanism 30 not speed change time just irrealizable speed change level, after the speed change of the speed-changing mechanism 20 that gearbox controller 12 indicates in the speed change based on chaufeur, perform the speed change of secondary speed-changing mechanism 30.
Like this, shift cable strides across speed change when 2-1DOWN line or 1-2UP line, in order to improve the responsibility of speed change, first speed-changing mechanism 20 speed change is made, total converter speed ratio Ratio is made to follow the total converter speed ratio tRatio of target, complete the speed change (following, this speed change to be called " speed-changing mechanism speed change ") of the speed change level to instruction, carry out coordination speed change by speed-changing mechanism 20 and secondary speed-changing mechanism 30 in the indeclinable mode of total converter speed ratio Ratio afterwards.
Thus, be when being clipped in the B region between fast mode dead slow line and the most high-speed line of low-speed mode at the operating point of change-speed box, based on the speed change of the instruction of chaufeur when by speed-changing mechanism speed change, limit guarantees that the speed change of secondary speed-changing mechanism 30 is predicted on speed change responsibility limit in ensuing speed change, first can make secondary speed-changing mechanism 30 speed change by cooperation control.Therefore, when the converter speed ratio corresponding with the speed change level that the speed change based on chaufeur afterwards indicates is the converter speed ratio in a-quadrant or C region, because the speed change of secondary speed-changing mechanism 30 completes, so speed change responsibility can be guaranteed by speed-changing mechanism speed change.
Namely, in manual mode, when speed change is carried out in the speed change instruction based on chaufeur, total converter speed ratio Ratio is always changed by speed-changing mechanism speed change, no matter so speed change reflection pattern (M4 speed → M3 is fast, M5 is fast → M6 speed etc.), always higher speed change responsibility can both be realized.
At this, in manual mode, when downshifting according to the gear-change operation of chaufeur, and carry out the situation (situation of M4 speed → M3 speed speed change) of coordination speed change as mentioned above at once after speed-changing mechanism speed change under, by coordinating speed change, secondary speed-changing mechanism 30 is to low-speed mode downshift, and meanwhile, the converter speed ratio vRatio of speed-changing mechanism 20 changes to high-speed side.
By this coordination speed change, although total converter speed ratio Ratio does not change, the secondary rotating speed of speed-changing mechanism 20 and the input speed of secondary speed-changing mechanism 30 rise.Therefore, the attachment side friction element of secondary speed-changing mechanism 30 and low brake 32 absorb the speed discrepancy limit of coordinating before and after speed change by limit and connect, and the handing-over of torque occurs before and after speed change, produces deceleration G.
Particularly, motor torque be negative value slide in traveling, because the speed change of secondary speed-changing mechanism 30 is carried out according to the order of torque phase, inertia phase, the generation of the deceleration G of the torque phase of the secondary speed-changing mechanism 30 under the coordination speed change therefore after the firm speed change of speed-changing mechanism is late than the deceleration G produced due to the speed-changing mechanism speed change before coordinating speed change, feels because deceleration G delays pulling of causing and likely brings sense of discomfort to chaufeur.
In addition, by extending the connection time (from release position to the time needed for the transition of coupled situation) of low brake 32, deceleration G can be reduced, but in this case, the cal val of the friction material of low brake 32 increases, and the durability of friction material likely declines.
On the contrary, by shortening the connection time of low brake 32, the cal val of friction material can be made to decline, but the variation of the engine speed of time per unit increases, can produce the impact of chaufeur without intention, runnability is likely deteriorated.
Therefore, in the present embodiment, control as follows.Fig. 5 be in the control representing that gearbox controller 12 performs when manual mode from gearbox controller 12 to the diagram of circuit of the content of the control of engine controller 13 output command.Therefore, except this diagram of circuit, also there is the diagram of circuit from gearbox controller 12 to oil pressure control circuit 11 output command, separate performing with this diagram of circuit.In addition, these two diagram of circuits at regular intervals (such as, 10msec) repeat once.
In step sl, gearbox controller 12 judges change-speed box 4 whether as manual mode.Gearbox controller 12 such as when shifter bar 45 is in M shelves, or is judged to be it is manual mode when operating bar gate type switch 48.When being judged to be manual mode, process enters step S2, when being judged to not to be manual mode, ends process.
In step s 2, gearbox controller 12 determines whether that the downshift that have input from chaufeur indicates.Gearbox controller 12, such as when shifter bar 45 or bar gate type switch 48 are operated to downshift side, is judged to have input downshift instruction.When being judged to have input downshift instruction, process enters step S3, when being judged to not input downshift instruction, ends process.
In step s3, gearbox controller 12 determines whether 2 → 1 speed changes needing secondary speed-changing mechanism 30.When the speed change instruction of the speed change speed change map of gearbox controller 12 such as when have input operating point at the manual mode shown in Fig. 4 striding across 2-1DOWN line from M4 speed to M3 speed, be judged to be 2 → 1 speed changes needing secondary speed-changing mechanism 30.When being judged to be 2 → 1 speed change needing secondary speed-changing mechanism 30, making process enter step S4, when being judged to be 2 → 1 speed change not needing secondary speed-changing mechanism 30, ending process.
In step s 4 which, gearbox controller 12 determines whether power disconnection.Gearbox controller 12 chaufeur do not depress the state of Das Gaspedal and vehicle slide traveling time, be judged to be that power disconnects.In addition, although power disconnects because depressed Das Gaspedal, its amount of depressing is less, so in fact also can comprise the motoring condition becoming and slide traveling.When being judged to be power disconnection, making process enter step S5, when being judged to not to be power disconnection, ending process.
In step s 5, gearbox controller 12 determines whether the delay time that have passed through regulation from downshift instruction.When gearbox controller 12 is such as judged to have input downshift instruction in step s 2, when possessing the time meter of beginning timing and clocking value reaches the value of regulation, be judged to be the delay time that have passed through regulation from downshift instruction.The delay time of regulation considers response lag from the speed change that have input speed-changing mechanism 20 downshift is indicated to reality and the tiny time that sets.When being judged to have passed through the delay time of regulation from downshift instruction, process enters step S6, when being judged to be without delay time, ends process.
In step s 6, gearbox controller 12 pairs of engine controllers 13 export the torque amplification request that the torque of driving engine 1 is increased.Engine controller 13 carries out torque amplification by making the suction quantity of driving engine 1 and fuel injection amount increase.The value of the degree that the torque increase of driving engine 1 is set as can suppressing when low brake 32 connects the durability of friction material to decline.
Because the motor torque before torque increase is negative value, so gearbox controller 12 makes torque request value in case the escalating rate that no-go gage impacts surely increases.Thus, the torque request value of driving engine 1 sharply rises, and when low brake 32 connects, can prevent from producing on vehicle accelerating G.
In the step s 7, gearbox controller 12 judges whether 2 → 1 speed changes of secondary speed-changing mechanism 30 terminate.Gearbox controller 12, when the high-speed clutch 33 (release side friction element) of secondary speed-changing mechanism 30 and the switching of low brake 32 (attachment side friction element) terminate (ending phase completes), is judged to be that 2 → 1 speed changes of secondary speed-changing mechanism 30 terminate.At the end of 2 → 1 speed changes being judged to be secondary speed-changing mechanism 30, process has entered step S8, at the end of 2 → 1 speed changes being judged to be secondary speed-changing mechanism 30 are not, makes to the processing returns to step S6.
In step s 8, gearbox controller 12 is removed and is amplified request to the torque that engine controller 13 exports in step s 6.Now, gearbox controller 12 makes torque request value drop to the motor torque before torque amplification with the impact slip that prevents of regulation.By make torque request value with regulation prevent impact slip and decline, the generation of the deceleration G that can prevent from motor torque from sharply declining causing.
Sum up above process, gearbox controller 12 carries out power disconnection downshift in manual mode, and when needing the downshift of secondary speed-changing mechanism 30, time from speed-changing mechanism speed change, motor torque is increased to the finish time of coordinating speed change.
Fig. 6 is the time diagram of the situation of the power represented under manual mode when disconnecting downshift.
When moment t1, when making selection speed change level change from M4 speed to M3 speed when operating shifter bar 45 or bar gate type switch 48 in travelling at manual mode, follow based on the total converter speed ratio DRatio of arrival corresponding to M3 speed with total converter speed ratio Ratio that the mode of the total converter speed ratio tRatio of target that determines makes the converter speed ratio vRatio of speed-changing mechanism 20 change to low speed side.Thus, total converter speed ratio Ratio changes, and namely the engine speed that engine speed rises to corresponding to M3 speed arrives rotating speed.
In addition, at moment t1, the gear shift stage of secondary speed-changing mechanism 30 is to the new field of technical activity transition starting the downshift preparation carrying out secondary speed-changing mechanism 30.In the new field of technical activity, prepare the connection of low brake 32 and the release of high-speed clutch 33.
When the delay time that have passed through regulation from moment t1, Driving Torque amplifies request, and torque request value rises with the preventing from impacting escalating rate of regulation.Thereupon, motor torque also rises gradually in the mode of following torque request value.
Torque amplification exports after asking the delay time owing to being through regulation, so when having the response lag from the speed change that have input speed-changing mechanism 20 downshift is indicated to reality, can prevent the deceleration G of vehicle from declining and producing sense of acceleration, thus can prevent from bringing sense of discomfort to chaufeur.
And then, rise because torque request value prevents impacting escalating rate with regulation, so by speed-changing mechanism speed change, no matter whether can both prevent the sense of acceleration of vehicle and bring sense of discomfort to chaufeur in downshift.
Afterwards, total converter speed ratio Ratio reaches the total converter speed ratio DRatio of arrival and completes the speed change of speed-changing mechanism.Thus, downshift completes, and can realize the selection speed change level (M3 speed) indicated according to the speed change of chaufeur.
When moment t2, the gear shift stage of secondary speed-changing mechanism 30 is transitioned into the torque phase of carrying out torque switching by the low brake 32 of attachment side and the high-speed clutch 33 of release side.Thus, the supply oil pressure to high-speed clutch 33 declines, and rises to the supply oil pressure of low brake 32.
Now, increase because motor torque amplifies request according to torque, so when low brake 32 connects, can suppress to be made by low brake 32 rotating speed of speed-changing mechanism 20 side to rise the generation of the inertia caused, the deceleration G of vehicle can be suppressed to increase.
At moment t3, the gear shift stage of secondary speed-changing mechanism 30 is to the inertia phase transition making secondary speed-changing mechanism 30 and speed-changing mechanism 20 speed change.In this inertia phase, make secondary speed-changing mechanism 30 from 2 prompt drop shelves to 1 speed, carry out the coordination speed change making the converter speed ratio vRatio of speed-changing mechanism 20 to converter speed ratio little side speed change simultaneously.Thus, high-speed clutch 33 discharges gradually, and low brake 32 connects gradually, and the speed change level of secondary speed-changing mechanism 30 is transitioned into 1 speed from 2 speed gradually.
Now also same with torque phase, increase because motor torque amplifies request according to torque, even if so carry out the connection of low brake 32, also can suppress the generation of its inertia caused, the increase of the deceleration G of vehicle can be suppressed.
At moment t4, the gear shift stage of secondary speed-changing mechanism 30 is to ending phase transition.
At moment t5, at the end of coordinating speed change, request is amplified in releasing torque, and torque request value drops to the motor torque before torque amplification with the impact slip that prevents of regulation.Thereupon, motor torque also declines gradually in the mode of following torque request value.
Due to torque request value with regulation preventing impact slip and declining, therefore no matter whether downshift completes the deceleration sense that can both prevent vehicle and brings sense of discomfort to chaufeur.
Thus, the process that the power under manual mode disconnects when downshifting terminates.
As mentioned above, in the present embodiment, when the power of manual mode disconnects downshift, and in coordination speed change, owing to making motor torque increase from the torque judged before downshift instruction, so when coordinating speed change, the low brake 32 of secondary speed-changing mechanism 30 can be suppressed to absorb the generation coordinating the deceleration G that the speed discrepancy before and after speed change causes, the generation pulling sense without intention can be suppressed.And then, by suppressing the generation of deceleration G, coordination shifting time can be shortened, and the decline of the endurance of friction material can be prevented.
And then, due to from speed-changing mechanism speed change amplify to the torque coordinating to carry out during speed change terminates driving engine 1, so in the generation carrying out coordinating more reliably to suppress deceleration G during speed change, the generation pulling sense without intention can be suppressed.
And then, when the speed change level of the attainable dead slow side of speed change level of the secondary speed-changing mechanism 30 before the selection speed change level chosen by chaufeur indicates with speed change, namely, when having the downshift instruction from M4 speed to M3 speed, be judged to be 2 → 1 speed changes needing secondary speed-changing mechanism 30, in this case, increase due to motor torque can be made, so by carrying out coordination speed change after speed-changing mechanism speed change, can prevent because of deceleration sense during speed-changing mechanism speed change last till coordinate speed change time and produce and pull sense, can prevent from bringing sense of discomfort to chaufeur.
And then, gearbox controller 12 due to have input from chaufeur downshift instruction after and regulation delay time after torque is increased, even if so have the response lag of the speed change starting speed-changing mechanism 20 after have input downshift instruction to reality, also can prevent the deceleration G due to vehicle from declining and producing sense of acceleration and bring sense of discomfort to chaufeur.
And then, gearbox controller 12 due to make torque request value with regulation preventing impact escalating rate and increasing, therefore by speed-changing mechanism speed change, no matter whether in downshift, the sense of acceleration because producing vehicle can both be prevented and the sense of discomfort brought to chaufeur.
And then gearbox controller 12 declines with the impact slip that prevents of regulation owing to making torque request value, so no matter whether downshift completes, can both prevent the deceleration sense because producing vehicle and bring sense of discomfort to chaufeur.
Above, be illustrated embodiments of the present invention, but above-mentioned embodiment only representing application examples of the present invention, is not the meaning that technical scope of the present invention will be defined in the concrete formation of above-mentioned embodiment.
Such as, in the above-described embodiment, possess band type stepless speed changing mechanism as speed-changing mechanism 20, but speed-changing mechanism 20 also can be the stepless speed changing mechanism replacing V-belt 23 and hung over by chain roll between belt wheel 21,22.
In addition, possess driving engine 1 as propulsion source, but propulsion source also can be the propulsion source that combination has electrical motor on driving engine 1, or electrical motor monomer.
The Patent 2012-227840 that the application filed an application in Japan Office based on October 15th, 2012 and CLAIM OF PRIORITY, the full content of this application by referring to and be incorporated in this specification sheets.
Claims (7)
1. a toric transmission, it is equipped on vehicle, rotates and carries out speed change and transmit, wherein, possess the output of propulsion source:
Speed-changing mechanism, it can make converter speed ratio infinitely change;
Have the secondary speed-changing mechanism of level, it is arranged in series relative to described speed-changing mechanism;
Expected value setup unit, when being judged to be the speed change instruction from chaufeur, from the multiple selection speed change levels preset, select one that corresponds to the instruction of described speed change select speed change level, and the converter speed ratio corresponding to selected selection speed change level is set as the overall converter speed ratio of described speed-changing mechanism and described secondary speed-changing mechanism and the expected value of total converter speed ratio;
Variable speed control unit, when described speed change is designated as downshift and the Variable Velocity Condition of described secondary speed-changing mechanism is set up, carries out described speed-changing mechanism is downshifted and make total converter speed ratio become the speed-changing mechanism speed change of described expected value and after described speed-changing mechanism downshift, make described speed-changing mechanism upshift at once and make described secondary speed-changing mechanism downshift maintain the coordination speed change of total converter speed ratio;
Torque increases unit, when described vehicle is for sliding traveling, in described coordination speed change, the torque inputted from described propulsion source to described toric transmission is increased from the torque before the judgement of described downshift instruction.
2. toric transmission as claimed in claim 1, wherein,
Described torque increase unit from described speed-changing mechanism speed change increase to described coordination speed change chien shih tailend torque.
3. toric transmission as claimed in claim 1 or 2, wherein,
The Variable Velocity Condition of described secondary speed-changing mechanism is set up when the speed change level of the attainable dead slow side of speed change level of the described secondary speed-changing mechanism before the selection speed change level selected by chaufeur indicates with speed change.
4. the toric transmission as described in any one in claims 1 to 3, wherein,
Described torque increase unit from be judged to be have passed through specified time the downshift instruction from chaufeur after torque is increased.
5. the toric transmission as described in any one in Claims 1 to 4, wherein,
Described torque increases protecting against shock escalating rate that unit makes torque occur with the impact that can prevent the increase of torque and cause and increases.
6. the toric transmission as described in any one in Claims 1 to 5, wherein,
Described torque increase unit make increase after the protecting against shock slip that occurs with the impact that can prevent the decline of torque and cause of torque and decline.
7. the control method of a toric transmission, this toric transmission possesses the speed-changing mechanism that converter speed ratio can be made infinitely to change and the secondary speed-changing mechanism having level be arranged in series relative to described speed-changing mechanism, this toric transmission is mounted on a vehicle, the output of propulsion source is rotated and carries out speed change and transmit, wherein
When being judged to be the speed change instruction from chaufeur, from the multiple selection speed change levels preset, select of corresponding in the instruction of described speed change to select speed change level, and the converter speed ratio corresponding to selected selection speed change level is set as the overall converter speed ratio of described speed-changing mechanism and described secondary speed-changing mechanism and the expected value of total converter speed ratio
When described speed change is designated as downshift and the Variable Velocity Condition of described secondary speed-changing mechanism is set up, carry out described speed-changing mechanism is downshifted and make total converter speed ratio become the speed-changing mechanism speed change of described expected value and after described speed-changing mechanism downshift, make described speed-changing mechanism upshift at once and make described secondary speed-changing mechanism downshift while maintain the coordination speed change of total converter speed ratio
When described vehicle is for sliding traveling, in described coordination speed change, the torque inputted from described propulsion source to described toric transmission is increased from the torque before the judgement of described downshift instruction.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2012-227840 | 2012-10-15 | ||
| JP2012227840 | 2012-10-15 | ||
| PCT/JP2013/077808 WO2014061601A1 (en) | 2012-10-15 | 2013-10-11 | Continuously variable transmission and control method therefor |
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| Publication Number | Publication Date |
|---|---|
| CN104684777A true CN104684777A (en) | 2015-06-03 |
| CN104684777B CN104684777B (en) | 2017-03-08 |
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| CN201380050287.2A Active CN104684777B (en) | 2012-10-15 | 2013-10-11 | Buncher and its control method |
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| Country | Link |
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| US (1) | US9421978B2 (en) |
| EP (1) | EP2907714B1 (en) |
| JP (1) | JP5736508B2 (en) |
| KR (1) | KR101633592B1 (en) |
| CN (1) | CN104684777B (en) |
| WO (1) | WO2014061601A1 (en) |
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| JP6476025B2 (en) * | 2015-03-17 | 2019-02-27 | ジヤトコ株式会社 | Vehicle control apparatus and control method thereof |
| JP6362037B2 (en) * | 2016-03-03 | 2018-07-25 | マツダ株式会社 | Engine control device |
| US10518778B2 (en) * | 2017-10-24 | 2019-12-31 | GM Global Technology Operations LLC | Control system for a continuously variable transmission in a vehicle propulsion system |
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- 2013-10-11 EP EP13846525.7A patent/EP2907714B1/en not_active Not-in-force
- 2013-10-11 WO PCT/JP2013/077808 patent/WO2014061601A1/en active Application Filing
- 2013-10-11 US US14/430,367 patent/US9421978B2/en active Active
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- 2013-10-11 KR KR1020157006596A patent/KR101633592B1/en active IP Right Grant
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN107709841A (en) * | 2015-06-23 | 2018-02-16 | 加特可株式会社 | The control method of speed changer and speed changer |
| CN107709841B (en) * | 2015-06-23 | 2019-08-02 | 加特可株式会社 | The control method of speed changer and speed changer |
| CN106594268A (en) * | 2015-10-19 | 2017-04-26 | 通用汽车环球科技运作有限责任公司 | Method and apparatus to control a continuously variable transmission |
| CN110248856A (en) * | 2017-02-03 | 2019-09-17 | 本田技研工业株式会社 | Controller of vehicle, control method for vehicle and vehicle control program |
| US11386720B2 (en) | 2017-02-03 | 2022-07-12 | Honda Motor Co., Ltd. | Vehicle control device, vehicle control method, and vehicle control program |
| CN110997439A (en) * | 2017-08-09 | 2020-04-10 | 加特可株式会社 | Vehicle control device and vehicle control method |
| CN110997439B (en) * | 2017-08-09 | 2023-02-28 | 加特可株式会社 | Vehicle control device and vehicle control method |
Also Published As
| Publication number | Publication date |
|---|---|
| US9421978B2 (en) | 2016-08-23 |
| KR20150046123A (en) | 2015-04-29 |
| WO2014061601A1 (en) | 2014-04-24 |
| KR101633592B1 (en) | 2016-06-24 |
| EP2907714B1 (en) | 2017-09-06 |
| JP5736508B2 (en) | 2015-06-17 |
| US20150239476A1 (en) | 2015-08-27 |
| CN104684777B (en) | 2017-03-08 |
| EP2907714A4 (en) | 2016-11-30 |
| EP2907714A1 (en) | 2015-08-19 |
| JPWO2014061601A1 (en) | 2016-09-05 |
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Effective date of registration: 20190403 Address after: Shizuoka Co-patentee after: Gateco (Guangzhou) Automatic Transmission Co., Ltd. Patentee after: JatCo., Ltd. Address before: Shizuoka Patentee before: JatCo., Ltd. |